Fuel injecting device for internalcombustion engines



July 28, 1953 T, N, SAATY 2,646,976/

FUEL INJECTING DEVICE FOR INTERNAL-COMBUSTION ENGINES Filed Feb. 25, 1949 3 Sheets-Sheet l 25 Ill Il IN V EN TOR.

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July 2s, 1953 'T. N. SAATY 2,646,976

FUEL INJECTING DEVICE FOR. INTERNAL-COMBUSTION ENGINES Filed Feb. 25, 1949 l 3 Sheetjs-Sheet 2 .95 93 95 ATTORNEYS,

T. N. SAATY July 28, 1953 FUEL INJECTING DEVICE FoR INTERNAL-COMBUSTION ENGINES Filed Feb. 23, 1949 3 Sheets-sheet s Patented July 28, 1953 UNITED STATES PATENT OFFICE FUEL INJECTING DEVICE FOR INTERNAL- COMBUSTION ENGINES 14 Claims.

This invention relates to a fuel atomizing device for use on internal combustion engines.

The usual carburetor on an internal combustion engine is characterized by the fact that all air'entering the carburetor passes through a venturi into which a suction fuel nozzle extends. The mixing of the air passing through the Venturi and the fuel leaving the nozzle occurs at the tip of the nozzle. At the lower speed range of the engine the slow rate at which the air flows through the venturi produces a very low suction on the fuel nozzle therein, insufficient to lift fuel from it. To overcome this difficulty, a separate idle fuel nozzle is positioned on the intake manifold side of the throttle where there is a high suction. These two fuel systems are interconnected by passages and air vents of minute size which often times become clogged with a foreign residue in the fuel or air. When a change from closed to open position of the throttle is f made there is great imperfection in fuel supply as the demand for fuel changes from the idle system to the main system of fuel supply. This difficulty causes rough running of the engine. Also, this causes slow response to a demand for an increase of engine speed, so that an acceleration system is required to temporarily supply wet fuel to supplement the fuel delivery from the main system. Over a low range of speed with the engine under load there is insumcient fuel drawn from the fuel nozzle to supply the demand of the engine, and in an automobile a shifting of the transmission connected to the engine is required so as to vide a sufficient speed in the engine to create ne necessary suction to furnish the required fuel so as to obtain added engine torque.

The principal object of the invention is to improve generally on the usual carburetor construction in present use on an internal combustion engine to the end that a more simplified construction may be had.

Another object of the invention is to avoid passages and air vents of minute sizes which may become clogged, and provide for a more accurate metering of fuel at all throttle positions to provide a more eicent and economical consumption of fuel.

A more specific object of the invention is the provision of a fuel atomizing device of this character wherein raw fuel is atomized and ejected into the air flow independently of engine suction.

Another object of the invention is the provision of fuel atomizer of this ycharacter wherein fuel will be fed to the fuel nozzle and atomized under positive pressure.

Another object of the invention is the provision of a fuel atomizing device having self-contained means to supply fuel to the fuel nozzle when external means are inadequate to furnish sufficient fuel.

Another object of the invention is the provision of a fuel atomizing device having a single nozzle for supplying fuel at all throttle positions.

Another object of the invention is the provision of a fuel atomizing device which will be automatically operable to supply a richer fuel mixture on demand of engine performance without change in throttle position.

Another object of the invention is the provision of a fuel atomizing device which will be automatically operable by engine suction to supply a richer fuel mixture on drop of engine suction due to increased load thereon.

Another object of the invention is the provision of a fuel atomizing device which is so constructed that its operation will be unaffected as to position, attitude or the jostling thereof.

Another object of the invention is the provision of a fuel atomizing device having manually operable means to maintain or alter the ratio of fuel mixture.

Another object of the invention is the provision of a fuel atomizing device Which will be cam controlled to maintain or alter the ratio of fuel mixture.

Another object of the invention is the provision of a fuel atomizing device of this character wherein the fuel will be ejected in the air flow under positive pressure.

Another object of the invention is the provision of a fuel atomizing device of this character which is so constructed as to deliver fuel into the air stream in a more finely atomized state.

Another object of the invention is the provision of a fuel atomizing device of this character which is so constructed as to be readily adjustable for each engine to which the device may be attached.

With these and other objects in view, the invention consists of certain novel features of construction, as Will be more fully described and particularly pointed out in the appended claims.

In the accompanying drawings:

Figure l is a side elevational View of a fuel atomizing device for an internal combustion engine, embodying my invention;

Figure 2 is a similar View looking at the opposite side of the device shown in Figure 1;

Figure 3 is a plan View of the device looking down thereon;

Figure 4 is a fragmental portion of the device shown in Figure 1 with certain parts omitted and showing control elements thereof in a position different than that shown in Figure l;

Figure 5 is a fragmental portion of the device shown in Figure 1 with certain parts omitted;

Figure 6 is a side elevational view looking in the direction of the arrows on line 6-6 of Figure 1;

Figure '1 is an elevational view looking in the direction of the arrows on line 1 1 of Figure 3;

Figure 8 is a sectional view taken substantially along line 8 8 of Figure 3;

Figure 9 is a sectional View taken substantially along line 9 9 of Figure 8;

Figure 10 is a central elevational sectional view taken substantially along line I-I of Figure 1;

Figure 11 is an elevational View of a needle valve employed in the device;

Figure 12 is a plan view of a detail; and

Figure 13 is a diagrammatic View of my device attached to an internal combustion engine.

In carrying out my invention, I provide a single nozzle to inject fuel into the air flowing to the intake manifold of an internal combustion engine at all positions of the throttle independent of the engine suction. This is accomplished by providing for the ejecting of fuel from the nozzle in the form of a fine mist under pressure above atmospheric. This pressure may be supplied by the usual fuel pump mechanism of the engine. The nozzle is constructed so as to be valve controlled whereby the quantity of fuel ejected therefrom may be metered in proper amounts to provide for engine requirements at all speeds and loads thereon. The valve is preferably of the needle type which is mounted for movement so as to vary the fuel passage in the nozzle and is actuated through a series of linkages which is operated both manually and mechanically. The manual control is by means of a cam mounted for rotational movement and may be connected to be operated by the usual accelerator pedal of the automobile.

The cam which is differently cut for different engine characteristics operates to provide through the linkages movement of the valve in amounts whereby fuel will be metered at a constant mixture ratio in accordance to engine demand and load thereon.

Preferably I relate the mechanically controlled valve operating mechanism to the engine suction which varies with the position of the throttle and the speed of the engine. A means to this end which has been found satisfactory is in the form of a piston which is moved in one direction by engine suction and in the other direction by spring pressure. The motion of the piston which is produced when the suction of the engine drops such as occurs when the engine speed is reduced under load is employed as a means for controlling the fuel valve. Thus, there is provided a valve mechanism directly responsive to the engine demand under load.

Referring to the drawings for a more detailed description of the invention, I5 designates generally a fuel atomizer and metering device for use on an internal combustion engine. The device comprises essentially an air conduit I6 through which a ilow of air may be had, a fuel nozzle I1 positioned within the conduit I6 for discharging fuel into the air flow to mix therewith, a reservoir I8 (see Fig. l0) for supplying fuel to the nozzle under a predetermined positive pressure, and a mechanism i9 for controlling 4 the discharge of fuel from the nozzle I1. The term positive pressure is herein employed to designate a pressure above atmospheric.

The air conduit I5 may be made in any appropiiate manner and comprises a body 20, the 10W- er end of which has a mounting flange 2I extending at substantially right angles to the body 29 and is provided with openings 22 for receiving bolts 23 to attach the device I5 to the intake manifold 24 of an internal combustion engine so as to provide an air flow through the conduit I6 by means of engine suction as is usual in devices of this character. The air flow through the conduit I6 is controlled by means of a throt- 1 tie valve 25 (see Fig. l) mounted on a suitable shaft 25 which is journaled in the walls of the body 29 at the upper end portion thereof. One end of the shaft 26 extends beyond the walls of the body 2i) and carries a crank arm 21 t0 turn the shaft 26 so as to move the valve 25 to open or closed position, as conditions may require.

in order to manually operate the valve 25 from a remote location, as is usual in devices of this character, a shaft 28 (see Fig. 2) is journaled in the lower portion of the wall of the body 20 in the plane with the shaft 26 passing through the axis of the body 20 and with the end portions 29 and 39 thereof (see Fig. 10) extending beyond the body 20. A crank arm 3| is adjustably secured to the portion 29 and extends in the same general direction as the crank arm 21. A rod 32 has its ond portions pivotally attached to the arms 21 and SI such as by means of similar connections 33 whereby motion of the shaft 23 will be transmitted to the shaft 26. The end portion 39 is also provided with a crank arm 34 which. is adjustably secured thereto such as by means of a screw 35 (see Fig. 10) and has a usual spherical projection 35 thereon to which there may be attached a usual operating wire or rod (not shown) extending to the accelerator pedal (not shown) 0f the vehicle to which the engine is related. At closed throttle the peripheral edge of the valve 25 will be set as to be spaced from the walls of the body 20 as at 31, a distance suicient to permit a predetermined restricted air flow thereby.

The fuel nozzle I1 is mounted to be within the body 29 inwardly of the valve 25 with the discharge end thereof at a position to eject the fuel in the general direction of the air flow through the body 20. This nozzle I1 may be of any suitable manufacture operable to discharge fuel in a ne mist into the air ow so as to more readily mix therewith in proportion to meet engine requirements. In the present instance, the nozzle I1 (see Fig. 10) is formed of a cylindrical body 3B with the upper and lower portions thereof externally threaded as at 40 and 4 I. The body 38 has a bore 42 extending therethrough with an intermediate portion 43 thereof reduced in diameter providing shoulders 44 and 45. The body 38 is also provided with oppositely disposed hollow stem portions 46 and 41 opening into the bore 42. The stem portion 46 is internally threaded as at 48 and the outer end of stem 41 is externally threaded as at 49.

The upper end of the bore 42 is capped by a closure 50 which has threading engagement with the threaded portion 4D and the lower end of the bore is closed by means of a wall 5I having a central tapered opening 52 which forms a knifeedge valve seat 53. A wall 54 having a plurality of fuel passages 55 and a central hanged opening 56 is positioned to rest upon the shoulder 44 and may be secured in position thereon in any appropriate manner such as by a friction fit. A similar wall 51 having fuel passages 58 therein and a central flanged opening 59 in an axial line with the opening 56 is positioned to engage the shoulder 45 and is maintained in spaced relation with the wall 5I by means of a collar 66. A nut 6I having engagement with the threaded portion 39 has a central opening which provides an annular flange 62 to engage the marginal edges of the wall 5I whereby to secure the walls 5I and 51 to the body 38.

The fuel in passing through the nozzle will impinge upon the knife edge 53 and will break up into a fine mist. In order to enhance the breaking up of the fuel into a finer mist, the fuel passages 58 in the wall 51 are provided with an inclined flanged wall portion 63 (see Figure 10). These ilanges may be raised from the stock of the Wall 51 in a manner similar to that providing a louvre opening. The fuel passing through the passages 58 will be guided to move circularly in the space between the Walls 5I and 51 so as to add impetus to the movement of the fuel and increase the impact thereof against the knife edge 53. The flow of air past the nozzle tip will create a small vacuum area about the valve seat 53 to further enhance the breaking up of the fuel into a ilne mist.

The opening 52 is controlled by means of a needle valve 64 which is supported and guided through the openings 56 and 59 in the walls 5d and 51. Valve 64 is biased into engagement with the valve seat 53 by means of a compression spring 65, one end of which engages with the wall 54 and the other end engages an abutment S6 on the stem of the Valve 64. In order to lift the Valve 64 from the seat 53 against the pressure of the spring 65, the upper end portion of this valve stem is provided with a flanged portion 61 (see Figure 11) which is engaged by a cam 68 Which, in the present instance, is of a circular shape and may be made integral with a shaft 69 journaled in the stem 41. The cam 68 has a sector cut out thereof providing a radial surface 'I8 positioned to engage beneath the flange 61. Turning the shaft 69 in the proper direction will lift the valve 84 from the valve seat 53. The position of the surface 18 may be adjusted in relation to the flange 61 by means of turning the shaft 69, a slot 1I on the end extremity of the shaft being provided for receiving a tool or the like for turning the shaft.

The reservoir I 8 (see Figs. 2, 3, 7 and 8) is made a separate unit and of cylindrical formation providing a circular side wall 12 having an inlet opening 13 (see Fig. 8) to which may be secured a usual extension 'F13 (see Fig. 2) carrying a coupling 15 for attaching a tube thereto leading to a fuel pump P of the engine (see Fig. 13). rI'he wall I2 is provided at one end with an annular flange 16 (see Fig. l0) which extends inwardly thereof and at the other end with an end Wall 11 in which an outlet opening 18 is provided. The reservoir I6 is attached to body 28 such as by means of brackets 19 and 88 (see Fig. 3) Welded in position to the Wall 'I'I and extending into engagement with the body 28 and detachably fastened thereto such as by means of cap screws 8 I.

In the present instance the nozzle I'I is secured to the reservoir I 8 which is xed to the body 28; accordingly, the body 26 is provided with an opening 82 (see Fig. l0) in the side thereof and is of a dimension to pass the nozzle I1 therethrough.

A closure 83 is of a size to be tightly received in the opening 82 and is provided with a hollow projection 84, the end portion of which is threaded as at 85. The closure 83 is fastened to the outer side of the wall 11 such as by welding thereto and is positioned thereon at a location to align the bore of the stem 84 with the opening 18. The nozzle I1 is secured and supported by the projection 84 engaging the stem 46. Thus, a support is provided for the nozzle I1 with a conduit 86 extending from the reservoir to the bore 42 for the passage of fuel therethrough. The opposite side of the body 28 is provided with an opening 81 through which is passed the stem41. ,l lli! The fuel is supplied to the reservoir I8 y means of the pump P (see Fig. 13) forming part of the equipment of the usual internal combustion engine and is maintained at a uniform pressure above atmospheric and regulated by means of a pulsating diaphragm 88. The outer marginal edge of the diaphragm engages the flange 'I6 and is secured in such position by means of a ring 89 which lies over the marginal edge of the diaphragm and is secured to the flange 16 by means of cap screws 98. In order to equalize the pulsation of the fluid in the reservoir I8, a disc 9I is positioned to engage the diaphragm centrally thereof, and this disc in turn is engaged by flat spring 92 which extends diametrically from side to side of the reservoir and is held in position by means of a strap 93, the end portions of which are secured to the flange I6 such as by means of cap screws 94 (see Fig. 2). The end portions of the springs are provided with tabs 95 which are turned at right angles so as to engage the edges of the strap 93. The pressure ofthe spring 92 is chosen so as to be slightly less than the pressure of the pump through which fuel is supplied to the reservoir I8; thus, fuel under pressure above atmospheric will flow through the conduit 86 into the nozzle I1 to be discharged therefrom in amounts according to the relative position of the valve 64 to its seat.

In order to assure a supply of fuel under pressure to the reservoir I8 at a time when the usual fuel pump of the engine is inadequate for such purpose, such as when cranking the same during cold weather, an auxiliary pump 96 is provided (see Fig. 8). rIhis pump 96 is manually operable in response to movement of the accelerator pedal (not shown) by means of the arm 34, shaft 28 and a linkage connected to the shaft to be hereinafter described. The pump comprises a cylinder 91 which is open at one end and closed at the other by means of a wall 98. The wall 88 has an inlet opening 99 which is engaged by a check valve |86 maintained in the seated position by means of a compression spring IGI, having one end of the spring engaging the valve HI8 and the other end abutting a wall |82 having a fuel passage |83 therethrough. A piston ISIS is reciprocally mounted in the cylinder 61' and is open at one end and closed at the other by a wall 85 having a fuel passage IGS extending therethrough. The fuel passage is controlled by means of a check valve |81 spring-urged into closed position by a spring I68 resting thereagainst and against a pin |09 extending into the piston walls. The springs IUI and 88 are of a strength such as to merely assure the proper seating of the valves |88 and I 01, and the pressure of the iluid within the reservoir will act in a direction to move said valves to the closed position. The pump 96 is mounted withinthe reservoir at a position to align the opening 99 therein with the opening 13 and is secured in place such as by means of a welded joint as at |I5. It will be herein noted that all fuels entering the reservoir under pressure will pass freely through the pump 96.

'I'he piston |84 is reciprocated by means of a shaft |I|, one end of which extends into the reservoir and carries a crank arm IIZ connected to the piston by means of links ||3 which are pivotally attached at one end thereof to the arm I I2 and at the other end to the pin |09. The shaft I I I is journaled in a bearing I I4 (see Fig. 3) which is secured to the wall 11 of the reservoir in any appropriate manner. The shaft extends beyond bearing i4 and also carries a second crank arm I I6 which may be adjustably secured thereto by means of a screw ||1. Rocking the crank IIB will in turn rock the shaft III and the arm I I2 attached thereto to reciprocate the piston |04 and draw fuel into the reservoir through the fuel passages in the pump from a supply connected thereto. In order to prevent leakage of fuel between the shaft il I and the bearing ||4 so as to maintain the pressure in the reservoir I8, a stufng box I I3 is provided, the details of which are not shown and may be of any well-known device used for such purpose.

The pump S6 is arranged to be actuated by the motion of the shaft 28. Accordingly, a crank arm I I9 (see Fig. '7) is attached to the end portion 29 of the shaft 20. A rod has one end thereof pivotally attached to the arm iig and its other end to a yielding resilient connection designated generally I2I (see Fig. 1) secured to the arm I I6. This connection comprises a member |22, the end portions |23 and |25 of which are bent substantially at right angles to extend parallel to each other and are provided with suitable openings through which the rod |20 passes. An abutment |25 is adjustably secured to the upper portion of the rod, such as by means of a screw |26. A tension spring |21 has one end anchored to the abutment |25 such as by extending about the screw |26 with its other end secured to the member |22 whereby the abutment |25 and the strap |22 are maintained in engagement with each other by the tension of the spring |21. The arm I I6 is pivotally attached to the strap |22 as at |28. When the shaft 28 is rocked, the motion thereof will be transmitted by the connection, above described, to actuate the pump 95. Thus, an arrangement is provided for absorbing any excess movement of the rod |20 beyond that required to move the piston |04 to the upper limit of its travel.

It is desirable that the fuel mixture may be varied according to engine demand and in an automatic manner. To this end (see Fig. l), a cylinder |30 in which a piston I3| is reciprocated is attached to the conduit I6 and communicates with the air passage therein by means of an opening |32 extending through the wall of the conduit inwardly of the throttle valve 25 so as to relate the movement of the piston to the suction of the engine. The piston I3| will be moved inwardly by the suction of the engine and is spring loaded to move outwardly upon a predetermined drop in engine suction. The term piston is herein employed in a broad sense and may include a diaphragm arranged to be actuated by engine suction. The motion of the piston I3| is transmitted to the shaft S9 oy means of linkage and cam motions designated generally |33 (see Fig. l) which comprise a lever |34 which is made in a manner so as to permit extremely fine adjustment prises a collar-like member |35 (see Fig. 10) having a reduced portion |36 on which is movably mounted an arm |31 having a depending portion |53 at the free end thereof. The other end of the arm |38 has a projection thereon providing a lip |39 which has a threaded opening therein for1 receiving an adjusting screw |40. Also secured to the reduced portion |35 (see Fig. 10) so as to move therewith is a second arm |4I carrying a lip |42 positioned to be engaged by the screw |50. The lips |39 and |42 are spring loaded to move towards each other by a tension spring |43, one end of which is attached to the arm |31 as at |44 with the other end thereof attached to the arm I4| as at |45. The lever |34 is adjustably secured to the free end of the shaft 69 as by means of a screw |46. Turning the screw will move the arm |42 to move the cam 68 relative to the valve 64.

The portion |38 of the lever |34 depends into engagement with the free end portion of a lever I (Fig. 1) which is pivotally mounted at the other end as at |56 to a movable support |49. The lever lli? is supported on a roller which is mounted to one end of a link |5| the other end of which is pivoted as at |52 to an arm |53. rShe arm |53 is pivotally secured at the upper end to a pivot on support |55 carried by the body 25. The longitudinal edge of the lever |41 'which engages with the roller |56 extends on a curvature cf an arc described from substantially the center1 of the pivot |54 and provides a cam surface |55 which is movable over the roller |50 mechanically by means to be hereinafter described to raise or lower the free end portion oi' the lever Mil which in turn moves the lever i555 to turn the shaft 69. A second lever |51 is pivotally mounted at one end as at |58 to the support |55 at a position adjacent to the free end of the lever |41 and extends therefrom in spaced relation to the lever |41. The longitudinal edge of lever |51 on the side thereof adjacent the lever |41 also extends on a curvature of an arc described from the center of the pivot |54 and provides a cam surface |59 on which the roller |55 is supported. A roller |60 is carried at the free end portion of the lever |51 and is engageable with a cam |6| which is adjustably secured to the shaft 35 by means of a screw |52 (see Fig. 10). Rocking the shaft 3G as by means of the crank arm 34 will raise or lower the lever |51 which in turn will raise or lower the free end of the lever |41 to open or close the valve S4.

The roller |50 is manually moved between the levers |41, |51 along the length thereof and its position relative to the ends of the levers determined by the characteristic and fuel mixture ratio-demand of the particular engine to which the device may be attached. The position of the roller |50 is also determined 'by temperature. In cold weather the roller |50 will be moved nearer to the pivot of the lever |41 whereby providing for a greater movement of the lever |41 in response to movement of the cam I6 I, thereby providing for an increased nozzle valve opening to supply a richer fuel mixture ratio. When the roller |50 is moved in the opposite direction or towards the pivot of the lever |51 a decreased tilting of the lever |51 will be had in response to movement of the cam ISI. The limit of movement of the roller |50 in the direction to provide a decreased tilting of the lever |41 and thereby restricting the fuel is set by means of an adjustable member |63 which has a threaded shank portion |64 and an enlarged head |65, the outer surface of which may be graduated in equal divisions |66 (see Fig. 6). The member |63 (Fig. 1) threadedly extends through a support |61 into engagement with an abutment |68 carried by the arm |53 and is spring-urged into engagement therewith by a tension spring |69 having one end thereof fastened to the arm as at |10 and the other end to the support |61. A pointer |1| is fastened in any suitable manner to the support |61 and extends therefrom to a position at the edge of the head |65 so as'to provide a datum point |12 for the graduation |66. 4Should the preset position of the roller |50 require changing, the member |63 may be turned in proper determined required amounts with the aid of the graduation |66. As previously mentioned the valve 64 is also mechanically controlled automatically in response to engine operation. To this end the support |49 to which the lever |41 is pivoted is movably mounted as at |13 to a link |14 (see Fig. 4) the upper end of which is secured to turn with shaft |15 (Fig. 4) journaled in the support |16. The pivot |13 also pivotally supports a lever |11 (see Figs. 1 and 5) which is provided intermediate the ends thereof with a projection |18 in line to engage with an extension of the shaft |15. The upper end portion of the lever |11 is connected by means of a rod |19 to a link |80 extending from the piston IBI. A tension spring |8| is attached at one end to the lower portion of the lever |11 as at |82 and the upper end thereof is anchored to a projection on lever |49 whereby applying a resistance to the lever tending to move the same in a counter-clockwise direction as viewed in Figure 1. With the engine in action the piston |3| will be drawn within the cylinder |30 by the suction in the conduit I6. Upon a decrease in suction in the conduit I6, the piston |3| will tend to move outwardly and through the linkages just described, the lever |41 will be moved to the right over the roller |50 as viewed in Fig. 1 and tilt the free end of the lever upwardly to move the valve 64 to increase the opening at the fuel passage in the nozzle. Upon the regain of engine torque the suction will increase to draw the piston |3| inwardly and move the lever |41 to the initial position.

Moving the lever |41 along the roller |50 which, in effect, provides a fulcrum about which the lever |41 swings, will raise the free end portion thereof in amounts in accordance to the relative position of the roller 50 on the cam surface |56. A maximum upward movement of the free end of lever |41 will be had when the roller is at a position on the surface |56 nearer to the free endof the lever |41. The minimum raising motion of the lever1 41 will be had when the roller is positioned to extend substantially vertically in line with the axis of the pivot |54.

A bracket |83 (see Fig. 2) is carried by the shaft |15 and depends therefrom and threadedly reoeives a top screw |84 having an enlarged head |85 which may be graduated similar to the head |65. A pointer |86 provides a datum line for the graduations on the head |85. The end of' the screw |84 extends into engagement with the side of the body 20 and provides a stop to limit the inward movement of the support |49. A threaded stud |81 is also attached to the shaft |15 so as to move therewith and receives thereon an adjusting member |88 which supports one end of a tension spring |89, the other end of which is secured to a projection |90 extending from the side of the conduit |6. The spring |89 provides a resistance to the inward movement of the piston |3|. This resistance may be varied by turning the member |88 along the length of the member |81 whereby changing the point of application of the resistance force on member |81. In order to predetermine the position of the member |88 along the member |81, index |9| properly graduated along the edge thereof may be positioned to extend parallel to the member |81.

The operation of the device is as follows: assuming the parts to be in proper relation to each other, and the throttle 25 in the closed position, the cranking of the engine will, under normal conditions, produce a sufcient suction in the air conduit |6 to move the piston |3| inwardly, as shown in Figure 1. This will swing the lever |11 about its mounting |13 and move the support |49 down and to the left, as viewed in Figure 1. This motion lifts lever |34 and turns stem 41 to lift valve 64 from its seat 53. The motion of support |49 will move the lever |41 along the roller |50 through its engagement with the cam face |56 of the lever to raise the free end of the lever |41 into engagement with the portion |38 of the lever |34 to move the same to further open or lift the valve 64, Figure l0. from the seat 53 to the idling and cranking setting. Also, assuming that sufficient pressure has been built in the reservoir |8 by means of the engine pump P connected by means of conduit C to the reservoir |8, fuel will under pressure now through the bore 42 of nozzle |1 and through the various passages therein out through the opening 52 in a fine mist into the air flowing by the nozzle. This fuel in this form will mix with the air as it is drawn into the engine intake manifold 24 in -a usual manner. By means of the accelerator pedal (not shown) the arm 34 may be rotated in the direction so that the cam |6| thereon engaging with the roller |66 will raise the lever |51, which motion will be transferred through the roller |50 to the lever |41 to swing the same about its pivot |48 to move the lever |34 to increase the flow of fuel from the nozzle I1. The moving of the lever 34 will also open the throttle 25 through its connection 3|, 32, 21 therewith. Upon a load being placed upon the engine such as when the engine is -propelling a vehicle up a hill, the speed of the engine will be reduced with a resultant drop in the suction in the conduit I6. This drop in suction will permit the piston |3| under pressure of the spring |89 to move outwardly in an amount depending upon the degree of drop in engine suction. The motion of the piston will be transmitted to lever |11 and swing the same about its pivot |13 in -a counter-clockwise direction moving the support |49 to the right, as viewed in Figure l, to move the lever |41 over the roller |50 and thereby raise the lever |34 to turn the valve controlled shaft 69 in a direction to further move the valve 64 from the seat 53 and provide for an increase in fuel ejected into the air stream thereby enriching the same.

In order to manually remotely control the position of the roller |50, a wire or rod 200 is secured to the arm |53 as by a connection 20| and may be extended to the dash panel of the vehicle. n order to control the response of the piston |3| to 'the suction of the engine, the spring |89 is adjustable along the member |81 whereby to increase or decrease the leverage provided by such spring on the shaft |15 which in turn provides a resistance to the inward movement of the piston |3|. Thus, the arrangement may be vwith the abutment 2535.

provided whereby a slower response to the suction change may be made in the actuation of the needle valve E4. In other words, the device may be made to respond quickly to any change in suction or may be delayed, as the choice may be.

At such time as when the engine is not being cranked sufficiently fast to operate the pump P of the engine such as during extremely cold weather, the auxiliary pump 955 may be brought into action by a manual motion of the arm 34 whereby to draw and build up a pressure sufficiently into the reservoir I8 to supply fuel to the air flow in the conduit i6,

With the engine operating at low speed and fully opened throttle the suction in the intake manifold may be reduced to an extent to be insufficient to maintain the piston |3| in the inward position which would result in a movement of the lever i'i to permit the member |49 to swing upwardly to close the valve 84. In order to provide for such condition of operation such as would be experienced in ascending a step grade, means are provided for holding the member |49 in the valve opened position. This comprises an arm 292 (see Fig. 4) which is movably mounted on the shaft 30 and is provided with an abutment 203. A torque spring 204 (see Fig. 10) surrounds the shaft 30 and has one end thereof secured to the lever 262 and the other end extends into engagement with an abutment 205 (Fig. 4) which may be secured to the cam |6| or other structure movable with the shaft 30 whereby the arm 292 will be spring urged to move the abutment 203 thereon into engagement nected to a projection 269 which extends from the lower edge of the support |49 by means of a member 2i6 which is provided with a slot 201 in which the reduced portion 208 of the abutment 263 is received. Upon maximum movement of the arm 34, the reduced portion 293 will engage with the lower edge of the recess 2'| thereby swinging the member |49 about its mounting |13. Upon further movement of the arm 34 to move the lever |57 to increase the opening of the discharge nozzle, the arm 232 will be prevented from further movement, and the force of the spring acting thereon will maintain the member |49 in the position shown, such as in Figure 2 until the suction of the engine actuates the piston |3| to maintain the support |49 in engagement with the member 25B. Upon the moving of the cam |6| in the opposite direction, with the engine at rest and the cam turned to its lowermost position, the link Ilfll will be moved through the action of the springr lili on the lever |11 to swing the free end of the support |519 upwardly as shown in dot and dash line in Fig. whereby causing the free end of the lever |41 to drop out of engagement with the depending portion |38 of lever |34 and freeing the lever |34 so as to permit the spring loaded valve 64 to positively close the nozzle.

I claim:

1. In combination with an internal combustion engine having a fuel pump, a fuel atomizer for said engine comprising an air ow conduit adapted to be attached to the intake manifold of the engine, a throttle valve in said conduit for controlling the admission of air in said conduit, a fuel nozzle in said conduit for ejecting fuel under positive pressure in the air flowing through said conduit, a fuel reservoir connected to said nozzle, said pump delivering and maintaining fuel under pressure in said reservoir,

The arm 262 is conmeans in said reservoir for dampening pulsation of the fuel in said reservoir, and an auxiliary pump manually operable for supplying fuel to said reservoir.

2. In combination with an internal combustion engine having a fuel pump, a fuel atomizer for said engine comprising an aii` flow conduit adapted to be attached to the intake manifold of the engine, a throttle valve in said conduit for controlling the admission of air in said conduit, a fuel nozzle in said conduit for ejecting fu'el under positive pressure in the air flowing through said conduit, a fuel reservoir connected to said nozzle, said pump delivering and maintaining fuel under pressure in said reservoiry a springpressed diaphragm in said reservoir for dampening pulsation of the fuel in said reservoir, and an auxiliary pump positioned within said reservoir and manually operable for supplying fu el to said reservoir.

3. A fuel atomizer for an internal combustion engine comprising an air ow conduit adapted to be attached to the intake manifold of the engine, a throttle valve in said conduit for controlling the admission of air in said conduit, a fuel nozzle in said conduit for ejecting fuel under positive pressure in the air flowing in said conduit, a fuel reservoir connected to said nozzle, means in said reservoir for dampening pulsation of the fuel in said reservoir, and a pump in said reservoir manually operable for supplying fuel to said reservoir under pressure above atmospheric.

4. A fuel atomizer for an internal combustion engine comprising an air flow conduit adapted to be attached to the intake manifold of the engine, a fuel nozzle in said conduit for ejecting fuel under positive pressure into the air flowing through said conduit, valve means in said nozzle for controlling the amount of fuel delivered through said nozzle in response to engine operation, a movable support, a lever pivotally secured to said support with the free end thereof operatively connected to said valve, and movable to open or close said valve, a shiftable guide member providing a surface for engaging and tilting the free end portion of said lever, and suction actuated means movable in response to engine suction for moving said support for tilting the lever about said shiftable guide member to open or close said valve in response to variation in engine suction under load.

5. A fuel atomizer foi` an internal combustion engine comprising an air now conduit adapted to be attached to the intake manifold of the engine, a fuel nozzle in said conduit for ejecting fuel under positive pressure into the air flowing through said conduit, valve means in said nozzle for controlling the amount of fuel delivered through said nozzle in response to engine operation, a movable support, an arcuate lever pivotally secured to said support and operatively connected to said valve and movable axially to open or close said valve for controlling the amount of fuel delivered through said nozzle, a shiftable guide member providing a surface over which said lever is moved for tilting the same, and means actuated in response to engine suction for moving said support for moving said lever over said shiftable member to open or close said valve in response to variation in engine suction under load.

6. A fuel atomizer as set forth in claim 4 wherein a yielding resistance is provided for opposing the movement of said suction actuated means.

7. A fuel atomizer as set forth in claim 6 wherein yielding resistance is adjustable.

8. A fuel atomizer for an internal combustion engine comprising an air iiow conduit adapted to be attached to the intake manifold of the engine, a fuel nozzle positioned within said conduit for ejecting fuel under positive pressure into the air flowing through said conduit, valve means in said nozzle for controlling the amount of fuel delivered through said nozzle in response to engine operation and cam operated means for controlling said valve means comprising a pair of levers and a shiftable fulcrum member for one lever engageable between said levers and through which motion is transmitted from one lever to the other.

9. A fuel atomizer for an internal combustion engine comprising an air ow conduit, a fuel nozzle for ejecting fuel under positive pressure into the air flowing through said conduit, a discharge opening in said nozzle, a needle valve for controlling the flow of fuel through said opening, a pair of levers operatively connected to said valve and manually rockable for moving said valve to and from said opening, said levers being arranged for providing a compound movement therebetween and a shiftable fulcrum member for one lever through which said levers operate.

10. A fuel atomizer for an internal combustion engine comprising an air ow conduit adapted to be attached to the intake manifold of the engine, a fuel nozzle for ejecting fuel under positive pressure into the air flowing through said conduit, variably opening valve means in said nozzle for controlling the amount of fuel delivered through said nozzle, a pair of pivoted levers extending to- Ward each other with the free end portion of one of said levers operatively connected to said valve means, a shiftable fulcrum member for one lever positioned between said levers and engageable therewith and through which motion is transmitted from one lever to the other, and a cam for engaging the other of its levers for moving the said free end portion operating said valve means.

11. In a fuel atomizer for an internal combustion engine an air flow conduit adapted to be attached to the intake manifold of the engine, a fuel nozzle in said conduit operable under positive pressure for ejecting fuel in the air flow in said conduit, a reservoir for the fuel connected to said nozzle, and a fuel pump positioned within said reservoir for supplying fuel thereto, a diaphragm in said reservoir operable for dampening pulsation of the fuel in said reservoir.

12. A fuel atomizer for an internal combustion f engine comprising an air flow conduit adapted to be attached to the intake manifold of the engine, a fuel nozzle for ejecting fuel under positive pressure into the air owing through said conduit, a reservoir for supplying fuel to said nozzle, a pump positioned within said reservoir for supplying fuel thereto, valve means in said nozzle for controlling the amount of fuel delivered through said nozzle in response to engine operation and means operable for opening and closing said valve means, said fuel nozzle and said reservoir being attached to each other providing a unit structure secured to said conduit.

13. In combination with an internal combustion engine having a fuel pump, a fuel atomizer for said engine comprising an air flow conduit adapted to be attached to the intake manifold of the engine, a throttle valve in said conduit for controlling the admission of air in said conduit, a rotatable shaft, means for mounting said throttle valve onto said shaft, a fuel nozzle in said conduit through which fuel is discharged into the air flow of said conduit, a fuel reservoir connected to said nozzle, means including the engine pump for supplying fuel to said reservoir under pressure above atmospheric whereby to eject the fuel under positive pressure through said nozzle, an auxiliary pump manually operable for supplying fuel to said reservoir, means connecting said shaft to said pump to operate said auxiliary pump upon rotation of said shaft to supply fuel to said reservoir and means for rendering said pump inactive upon a predetermined pressure in said reservoir.

14. In combination with an internal combustion engine as set forth in claim 13 wherein said auxiliary pump is positioned within said reservoir.

THEODORE N. SAATY.

References Cited in the le of this patent UNITED STATES PATENTS Number Name Date 1,802,321 Mabee et al Apr. 2l, 1931 1,860,329 Moore May 24, 1932 2,031,379 Mathieu Feb. 18, 1936 2,092,685 Viel Sept. 7, 1937 2,126,132 Paasche Aug. 9, 1938 2,246,408 Hammond June 17, 1941 2,247,189 De Guyon June 24, 1941 2,264,347 Udale Dec. 2, 1941 2,277,930 Mock et al Mar. 31, 1942 2,297,238 Neugebauer et al. Sept. 29, 1942 2,310,984 Mock et al Feb. 16, 1943 2,330,558 Curtis Sept. 28, 1943 2,372,332 Mock Mar. 27, 1945 2,397,520 Armstrong Apr. 2, 1946 2,457,570 Leibing Dec. 28, 1948 2,462,696 Warburton Feb. 22, 1949 

